Pneumatic brake.



f l PATBNTED APR. 21.1908. W. H. MILLER.

PNEUMATIG BRAKE. APPLIOATIQN FILED snm'. 19, 1901.

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BATENTED APR. 2i, 1908.

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yNo. 885,169.;

vAPPLICATION FILED SEP1. 19.' 1907.

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PATENTED APR. 21, 190s. AW.. H. MILLER. PNBUMATIG BRAKE. APPLICATIONFILED SEP a SHEETS-summa'.

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WILLIAM H. MILLEa OF CLEVELAND, OHIO.

PNEUMATICI BRAKE.

Specification of Letters Patent.

Patented April 21,- 1908.

ipplication'led September 19, 1.907. Seria! No. 393,596.

To all whom it may concern.'

Be it known that I, WILLIAM H. MILLER, a citizen of the United States,residing at Cleveland, in the county ofCuyahoga and State of Ohio, haveinvented certain new and useful Improvements in Pneumatic Brakes, and dodeclare that vthe following is a full, clear and exact description ofthe invention, which will enable others skilled in the art to which itappertains too make and use the same. g v

My invention relates to improvements in pneumatic brakes for freight andother cars, and the invention consist-s in a brake mechanism adapted tobe a plied to and used in connection with a single truck, so that eachtruck shall have its own complete brake outiit andbe independent oftheother truck of the car in this res ect, so that if for any reason onebrake fa s the other ma Work, all substantially as shown and descri edand particularly pointed out in the claims.

In the accompanyin drawings, Figure 1 is' a plan view of a truccomprising my im*- proved brake mechanism in andFig. 2 is alongitudinalsectionaleleva tion of t-he truck on a line correspondingsub stantially to 2-2, Fig. 1. elevation of the truck shown in plan Fig.1, and Fig. 4 is an end elevation thereof loo ring in from the right ofFi 3. Fig. 5 is a cross section of the truck t rough theltransom. Fig. 6is a plan view of a modiiication particularly of the cylinder supportand means for takin in'air, and Fig. 7 1s a longitudinal section o Fig.6. Fig. 8 is a cross sectionon l l lines 8--8, Fig. 6.

The truck frame asa whole is composed of the sides A, the tie-bars B atthe ends thereof and central rigid cross portions at and about transomT, and carrying wheels D are su ported o n axles E in suitable bearingsIn main frame A, the details of these ortions of the structure not beingmateria in this case.

C represents 'the pneumatic cylinder, which has integral tubular supOrts 2 at its sides, Fig. 1, slidable u on para lel supporting bars orrods -3-. aid rods are rigidly vfixed at one end upon tie-bar B in`` anygood me,

chanical way, and at the otherend are made rigid withtrusscross-brac'es4* ofthe transom. Spiral springs wheels D. In other Wordsthe brake is Open pne of its forms,-

Fig. 3 is a sidev said side sup Orts or sleeves -2- of cylinder C sucmanner as to'normallypress said cylinder inward toward the transom`relatively as seen inl Figs. 1 and 2, when brake shoes S are out ofbraking contact with or4 out of braking relations in this the parts,Figs. 1 to @inclusive l.

-P represents a piston, which is rigidly supported in the cylinder byits own supporting tube. vSaid tube is rigidly engaged withv positionpfthe transom frame at its inner end and has open communication at saidend with air orressure sup ly pipeor tube --7-, leading ack to supp ypipe G.' This represents one channel of pneumatic pressure for cylinderC, and the other channel 1s through tube and pipe4 connection -8--,which connects with pipe trol flow through said connections.y A c 1-4inder may be provided with both these equipments or either alone, as inFig. 7'.' In 'either case expansion comes between the front end l of thelcylinder and the piston, and the ',cyllinder yields under suchexpansion or pressilrev forth 'movement loi the cylinder. The immediatebrakev mechanism comprises a primary actuatingl brake leverL,

pivotally and more, or less loosely engaged through aslotin its upperend on cross pin of cylinder C and extending downward therefrom to makeconnection with the re- 'i speotive draw-bars H and J. .Thesebars en'age with said lever L at dierent elevations rom its` lower end,"bar Jbeing connected ,r with the immediate end of thev lever 'and 'bar I-Ihigher up, and at its other end bar J engages with brakefbeam/M, and barH en-f' gages 'thbrake'beam N at they opposite end o thev truck., Said'brakebeams are referbly built of *suitable sheet metal olded' andriveted which v connect4 corre= spending hangers -14- and L15-4, the

inner edges ofi said plates being filattened providing a iiange' forrigidly aflimng the said drawibars thereto'.

together and riveted and The said hangers are supported-on the re- Drawbar H is preferably spliced at 7i to enable the saine to be drawnthrough keeper -18- under the transom in case of repairs. Both sets ofbrake shoe hangers are so arranged lthat they incline toward the wheelswhile braking, which causes them to swing open b gravity when pneumaticpressure is relaxe In the arrangement shown the leverage upon thefbrakes from tlie-cylinder is about three to one, and the leverage canbe increased or diminished by adjustment of draw-bar II on lever L inperforationsl therein. Obviously, as shown, the brake-bars are caused topull against each other through said lever as the cylinder is driventoward or into braking position, and no other fulcrum for said lever isrequired. When the pneumatic pressure is withdrawn cylinder C slidesback to starting position under pressure of springs '-5- and gravit ofthe angers.

especting' degrees o movement, when the brake-shoes are new cylinder()will not move more than about four inches, but as the shoes wear thedifference` will be made up by further movements of the cylinder say upto eight or ten inches. This precludes possible failure of the brakes towork because and value. There cannot, therefore, be any such thing asbrakes failing to work with this arrangement. my brake-lever has adirect diaw from the brake-beams, and having allwheels under eual brakepressure, it follows that' if one w eel is locked to sliding all mustslide, the

track conditions being equal.l

Figs. 6, 7 and 8 show a modification mainly of the support for cylinderC, said support consisting of two pairs of clamps -20-, engaged aboutcylinder C and fixed on sleeves or tubes -22- slidably engaged on* rods-3-, serving the same purpose as side sleeves -2- in Fig. 1.

Compressed air is referred to herein as the preferred motive fluid foroperating the brake, but any other and availablefluid, Agas or the likemay be employed that will do the work.- The valve outlets to the airintake to the cylinder are preferably of such reduced diameters thatsudden and excessive inflow of air into the cylinder is prevented. Thebrake beams may be made in one or more pieces.

What I claim is 1. In car brakes, the car truck provided with a completebrake equipment comprising a cylinder mounted to slide lengthwise withinlimits, a stationary piston therein and means to supply air underpressure to the cylinder,

and brake mechanism having initial actuating connection with saidcylinder.

It will be observed, also, that seance 2. A brake equipment for carsadapted to use an expansive uid and comprising a slidably mountedcylinder, a stationary piston therein, and an actuating lever connectedwith one end of said cylinder and draw-bars for the brake engaged withthe other end of said lever.

8. A brake equipment for cars adapted to employ an expansive fluid,coinprisinff a cyl-` inder, a pair of parallel supports for the said.cylinder at the sides thereof and s rings on said supports pressingagainst the ont end of said cylinder to hold the saine in openrelations, and a stationary piston projected into said cylinder.'

4. In car brakes, a c Tlinder ada ted to employ an expansive flui andparallel supports uponwhich said cylinder is mounted, springs upon saidsupports to hold said cylinder in open relation, a fixed piston workinginsaid cylinder, an actuating lever operatively connected with saidcylinder at one end and drawbars connected with the other end of saidlever at different distances from the end thereof.

5. In brak'e mechanism for cars, a car truck, a brake equi ment for saidtruck comprising a brake eain for each set of wheels, brake barsconnected with said beams `at one endr and an operating lever to whichsaidbars are connected at their outer ends, in combination with asliding cylinder having said lever engaged therewith, a stationarypiston operating said cylinder and a pressure fluid connection for saidcylinder.

6. A. car brake having a paii of brake beams and brake bars V connectedtherewith, a lever having said bars engaged therewith at differentdistances from its endI a cylinder to which said lever is enga ed at itsu per end, a fixed piston in said cy inder and uid pressure connectionsthrough said piston into the cylinder. l

7. The cylinder and the parallel sup orts therefor, springs to carrysaid cylinder ack to normal position after use, fuid connections forsaid cylinder having flexible portions, a controlling lever engaged withsaid cylinder at its upper end, a set of brake-bars and separatedraw-bars therefor engaged at different elevations with said lever,whereb one draw-bar is caused to pull against the said cylinder and afixed piston therein, ip

combination with ev pair of hangers, breke-` In testimony whereof I signthis specificeshoes on seid hangers, brakebeams, a lever tion in thepresence of two witnesses. enga ed at its upper. end with said'cylinderand raw-bers fixed at different elevations on f WvILI-IAM H- MILLER thelower end of said lever and connected Witnesses:l y

res ectively With the middle portions of seid R. B. MOSER,

bre e beams.

J. B. WEIGEL.

